EP0780689B1 - Procédé et montage de circuit pour déterminer la vitesse angulaire d'un moteur à combustion interne couplée à un générateur - Google Patents

Procédé et montage de circuit pour déterminer la vitesse angulaire d'un moteur à combustion interne couplée à un générateur Download PDF

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Publication number
EP0780689B1
EP0780689B1 EP96119826A EP96119826A EP0780689B1 EP 0780689 B1 EP0780689 B1 EP 0780689B1 EP 96119826 A EP96119826 A EP 96119826A EP 96119826 A EP96119826 A EP 96119826A EP 0780689 B1 EP0780689 B1 EP 0780689B1
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EP
European Patent Office
Prior art keywords
generator
combustion engine
internal combustion
rotational speed
frequency
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP96119826A
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German (de)
English (en)
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EP0780689A1 (fr
Inventor
Thomas Stark
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
AVL Ditest Austria GmbH
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Grundig AG
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Publication date
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Publication of EP0780689A1 publication Critical patent/EP0780689A1/fr
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Anticipated expiration legal-status Critical
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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
    • G01P3/00—Measuring linear or angular speed; Measuring differences of linear or angular speeds
    • G01P3/42—Devices characterised by the use of electric or magnetic means
    • G01P3/44—Devices characterised by the use of electric or magnetic means for measuring angular speed
    • G01P3/48—Devices characterised by the use of electric or magnetic means for measuring angular speed by measuring frequency of generated current or voltage

Definitions

  • the invention relates to a method for determining the speed of a Generator coupled internal combustion engine according to the preamble of Claim 1 and a circuit arrangement for performing the Method according to the preamble of patent claim 3.
  • the disadvantage here is that the calculation of the gear ratio between generator and internal combustion engine using FM demodulation takes a relatively long time to determine an exact value. Farther there is a disadvantage that there is no digital realization for the determination the gear ratio is known.
  • a method for determining the speed of an internal combustion engine is known from EP-A-0 408 877.
  • the speed of a generator for the power supply, which is driven by the internal combustion engine is determined based on the ripple of its rectified output voltage.
  • the gear ratio between generator and internal combustion engine is determined with the help of FM demodulation of the ripple of the output voltage of the generator.
  • the speed of the internal combustion engine is calculated from the variables determined in this way.
  • this method only requires a connection to the vehicle's power supply. This process is equally suitable for spark ignition as well as auto-ignition internal combustion engines.
  • a disadvantage of this method is that the calculation of the gear ratio between the generator and the internal combustion engine using FM demodulation takes a relatively long time to determine an exact value.
  • the FM demodulator needs a settling time.
  • the demodulator is controlled via commutation vibrations of the alternator and an adaptive filter.
  • a plausibility check is mandatory, otherwise the measurement result may be falsified.
  • Older vehicles usually show a fluctuation in the idling speed. In the case of such a fluctuation, this is described The method is only able to determine a more precise idle speed if the learning phase lasts for a particularly long time, since only then can a mean idle speed be determined by communicating the results.
  • DE-A-44 40 999 describes a method for measuring the rotational speed of a rotating machine which generates a periodic acoustic signal.
  • the object of the invention is to carry out a method for measuring a sought frequency in an acoustic signal by means of an analysis in the frequency domain.
  • the acoustic signal of the machine is detected by means of a transducer, a microphone, and this signal is analyzed. It is therefore known from this method to limit the Fourier transform in the frequency domain in order to suppress high-frequency signal components.
  • a bandpass filter is placed over the expected frequency range. Since this method determines the fundamental frequency of the motor, consequently frequencies in the range of typically 20 Hz to 200 Hz (see column 5, line 26) result in relatively long measuring times. The method is therefore unsuitable for detecting dynamic changes in speed. This process takes a long time before the frequency can be determined from the acoustic signal.
  • EP-A-0 337 100 discloses disclosing a time signal in the frequency domain transform. It turns the speed at one DC bypass motor detected. Via a special sensor First determine the speed and then the speed from that Gear ratio.
  • From DE-U-2 95 01 404 is a circuit for detecting the movement of a Motor vehicle over a surface with at least one sensor and one Evaluation circuit known.
  • the speed of a Vehicle, as well as the acceleration of the vehicle detected and over a Output signal circuit determined.
  • the invention is therefore based on the object of being quick and accurate Method for determining the speed of a coupling coupled to a generator Specify internal combustion engine in which the determination of the Gear ratio between internal combustion engine and generator is improved from the ripple of the generator voltage. Furthermore should a possible digital circuit arrangement for performing this Procedure are specified.
  • the learning phase at one for determining the optimal frequencies can be done at both required frequencies, whereby the procedure is improved in accuracy and speed.
  • the the gear ratio calculated from this is used for a Internal combustion engine / generator arrangement after the learning phase maintain time-variant speed.
  • Another advantage is that the Transformation in the frequency domain can be done with any accuracy. By a large number of samples of the mains voltage generated by the generator accuracy can be improved.
  • Another advantage is that none FM demodulator is needed, but a transformation takes place that can be carried out by digital assemblies. This allows the Integrate arrangement well and with little additional Circuit complexity of already existing microprocessors Carry out circuit units that require the speed information.
  • Figure 1 shows a typical time course of the on-board voltage Motor vehicle with the engine running. The compared to the voltage components of interest is high DC component Simplification not shown.
  • Figures 3 and 3a show the power density spectrum of the signal of Figure 1 over frequency.
  • Figure 3a represents one enlarged section in the lower frequency range of Figure 3, the includes a first maximum that occurs at the lowest frequency f2.
  • Figure 2 shows the block diagram of an inventive device for Detection of the speed according to the inventive method.
  • the of the internal combustion engine 1 driven generator 2 provides electrical Energy to the electrical system 3 of the motor vehicle. This current flow is not continuously, but due to its generation in the generator initially available as AC or three-phase current and through the subsequent rectification, which is usually immediately in the generator takes place, detectable as a pulsed direct current in the electrical system 3. This Current pulses lead to line resistances of the vehicle electrical system 3 Voltages as shown in Figure 1.
  • the frequency f1 of the so-called main component from FIG. 3 results from the speed of the generator, as well as from the design of the generator, especially the number of pole pairs and the number of phases. Number of pole pairs and Number of phases of the generator go into the gear ratio, which is determined in the learning phase, and must be used later Measurements are no longer taken into account. In connection with the Gear ratio between internal combustion engine and generator can from the speed of the generator to the speed of the internal combustion engine be inferred.
  • the frequency f1 there are always frequency components with the Ignition frequency or the pump frequency of the fuel injection system Internal combustion engine, as in Fig. 3a as a voltage component with the Frequency f2 shown. These shares are caused by interference from the Ignition system or the fuel injection system. They are proportional to Speed of the internal combustion engine and on the working principle (two-stroke or Four-stroke engine) and the number of cylinders.
  • the gear ratio can thus with known working principle and Number of cylinders of the internal combustion engine from the quotient of the frequencies f1 and f2 can be calculated.
  • a bandpass filter 4 separates those superimposed in the vehicle electrical system AC voltage with the frequency components of interest f1 and f2 of the DC voltage and suppresses high-frequency interference.
  • Amplifier 5 amplifies the bandpass filtered AC components and an analog / digital converter 6 converts the analog voltage curve suitable for the digital Signal processing unit 7 into digital samples.
  • the analog-digital converter 6 consists of a Voltage comparator circuit that only decides whether the Voltage level is above or below a fixed threshold.
  • the digital signal processing unit 7 can e.g. from a Microcontroller or digital signal processor exist. Your Efficiency results from the required measuring cycle time.
  • the Signal processing unit 7 can also be part of a circuit unit for further evaluation of the speed information.
  • the digital signal processing unit 7 performs in a learning phase in which the motor vehicle engine idling at a constant speed is operated, a Fourier transformation with as many measured values as for the desired frequency resolution will be required by the Ignition frequency f2 and the speed of the generator from f1 are sufficiently precise to determine.
  • a known number of cylinders and working principle (two-stroke or Four-stroke) of the internal combustion engine calculates the signal processing unit 7 the crankshaft speed and the speed of the generator.
  • the frequency f2 is very low in a four-cylinder four-stroke engine at idle approx. 25 Hz, so that the required measuring times for one continuous determination of the speed, for example when accelerating the Internal combustion engine are too long.
  • the frequency component f1 is one fixed, design-related translation factor greater than f2. Typical values for f1 in idle are 1 kHz to 1.5 kHz, so that with known Gear ratio with much shorter measuring times the speed the frequency f1 can be determined. Therefore, in a learning phase First the gear ratio f1 / f2 determines that for others Measurements on a vehicle to calculate the speed from the Frequency f1 is maintained.
  • the samples before the FFT transformation - consequently in the Time domain - overlaid with a window function, creating harmonics be avoided.
  • the overlay with a window function leads to a smoothing of the samples at the beginning and at the end of the sampling.
  • a Gaussian is particularly advantageous in this area Bell curve, a Hamming window function, a Sigma function or also proved a simple square function.
  • the method also work by means of an acceleration sensor or by a Accelerometer can be added.
  • the Acceleration sensor By means of the Acceleration sensor, the vibrations of the engine are detected and digitized. These digitized values are then in the frequency domain transformed. Then, just like when tapping the Vehicle electrical system voltage, the frequency of the absolute maximum of Power density spectrum determined. This is therefore the speed of the Motors.
  • an acoustic sensor can also be used or a microphone to replace the accelerometer.
  • the acceleration sensor can be used on any any place in or on the passenger compartment or on or in Vehicle or - especially when using a microphone - outside the Vehicle (within a radius of up to 3 meters). As However, the attachment of the Accelerometer on the dashboard, on the windshield or proven in the footwell of the passenger compartment.
  • the data acquisition via the acceleration sensor is particularly suitable for determining the idling speed.
  • the use is primarily intended as a plausibility measurement if no clear result can be determined when measuring via the vehicle electrical system.
  • the idle speed is determined via the acceleration sensor and used as a plausibility measurement.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Control Of Electric Motors In General (AREA)
  • Control Of Eletrric Generators (AREA)

Claims (18)

  1. Procédé pour déterminer la vitesse de rotation d'un moteur à combustion interne relié à un générateur, notamment d'un moteur d'entraínement d'un véhicule automobile, selon lequel le moteur à combustion interne (1) possède un nombre connu de cylindres et travaille selon un principe de fonctionnement connu, le générateur (2) est entraíné par le moteur à combustion interne (1) avec un rapport de démultiplication fixe, pour lequel la vitesse de rotation du moteur à combustion interne (1) est déterminée à partir de l'ondulation de la tension redressée du générateur, introduite dans le réseau de bord (3), et le rapport de démultiplication entre le générateur (2) et le moteur à combustion interne (1) est déterminé automatiquement lors d'une phase d'apprentissage,
    caractérisé en ce que la phase d'apprentissage s'effectue au moyen d'une transformation des composantes numérisées de la tension de sortie redressée du générateur (2) dans la gamme des fréquences et que le rapport de la fréquence pour la densité de puissance maximale à la fréquence la plus faible, qui apparaít, est déterminé en tant que rapport de démultiplication entre le générateur (2) et le moteur à combustion interne (1) et qu'après la phase d'apprentissage, la vitesse de rotation du moteur à combustion interne (1) est déterminée à partir de la vitesse de rotation du générateur et dudit rapport de démultiplication.
  2. Procédé selon la revendication 1, caractérisé en ce que la tension de sortie redressée du générateur (2) est filtrée selon un filtrage passe-bande, est amplifiée et est soumise à une conversion analogique/numérique et que les valeurs d'échantillonnage obtenues de cette manière sont soumises à une transformation de Fourier discrète.
  3. Procédé selon la revendication 1 ou 2, caractérisé en ce qu'une fonction fenêtre est appliquée sur la gamme des vitesses de rotation à laquelle on peut s'attendre, dans la gamme des fréquences, ce qui permet de supprimer des harmoniques.
  4. Procédé selon la revendication 3, caractérisé en ce que la fonction fenêtre est sélectionnée en fonction de la gamme des fréquences, dans laquelle se situe la vitesse de rotation du moteur, à laquelle on peut s'attendre.
  5. Procédé selon la revendication 3, caractérisé en ce qu'une fonction fenêtre est superposée aux valeurs d'échantillonnage sont superposées dans le domaine temporel, avant la transformation faisant passer à la gamme des fréquences.
  6. Procédé selon l'une des revendications 3 à 5, caractérisé en ce que la fonction fenêtre est réalisée au moyen d'une fonction sigma, d'une courbe en cloche de Gauss, d'une fonction de Hamming ou d'une fonction quadratique.
  7. Procédé selon l'une des revendications 3 à 6, caractérisé en ce que pour contrôler la vraisemblance, on effectue une mesure de la vitesse de rotation de ralenti à l'aide d'un capteur d'accélération.
  8. Procédé selon la revendication 7, caractérisé en ce que le capteur d'accélération peut être remplacé par un capteur acoustique ou par un microphone.
  9. Procédé selon l'une des revendications 7 ou 8, caractérisé en ce que le capteur d'accélération ou le capteur acoustique ou le microphone peut être disposé en un emplacement quelconque, sur ou au voisinage du véhicule.
  10. Montage pour la mise en oeuvre du procédé selon l'une des revendications 1 à 9, caractérisé par un filtre passe-bande (4) servant à filtrer la tension du réseau de bord (3), un convertisseur analogique/numérique (6) pour numériser le signal de sortie à bande limitée du filtre passe-bande (4) et un module (7) pour la mise en oeuvre d'une transformation de Fourier discrète du signal numérique et pour la transformation du signal numérisé en un spectre de densité de puissance et pour la détermination du rapport de la fréquence présentant la densité de puissance maximale à la fréquence la plus faible, qui apparaít, dans le spectre de densité de puissance et pour déterminer la vitesse de rotation du moteur à partir de la vitesse de rotation du générateur et à partir dudit rapport.
  11. Montage selon la revendication 10, caractérisé en ce que le filtre passe-bande (4) possède une fréquence limite supérieure d'environ 20 kHz.
  12. Montage selon la revendication 10 ou 11, caractérisé en ce que le convertisseur analogique/numérique (6) est constitué par un comparateur de tension.
  13. Montage selon la revendication 10, caractérisé en ce qu'un amplificateur (5) est prévu en aval du filtre passe-bande (4).
  14. Montage selon l'une des revendications 10 à 13, caractérisé par une unité présente dans l'unité de traitement de signaux (7) pour réaliser le fenêtrage de la gamme des fréquences à laquelle on peut s'attendre, afin de supprimer les harmoniques.
  15. Montage selon l'une des revendications 10 à 14, caractérisé par une unité située dans l'unité de traitement de signaux (7) pour superposer une fonction fenêtre aux valeurs d'échantillonnage avant la transformation dans la gamme des fréquences.
  16. Montage selon l'une des revendications 10 à 15, caractérisé par un capteur d'accélération servant à déterminer des valeurs d'échantillonnage pour une mesure de vraisemblance de la vitesse de rotation de ralenti.
  17. Montage selon la revendication 16, caractérisé en ce que le capteur d'accélération est un capteur acoustique ou un microphone.
  18. Montage selon l'une des revendications 16 ou 17, caractérisé en ce que le capteur d'accélération, le capteur acoustique ou le microphone est disposé au niveau de l'espace, situé au niveau des pieds, de l'habitacle du véhicule, au niveau du pare-brise, au niveau du tableau de bord ou dans une position éloignée du véhicule d'une distance atteignant jusqu'à trois mètres.
EP96119826A 1995-12-21 1996-12-11 Procédé et montage de circuit pour déterminer la vitesse angulaire d'un moteur à combustion interne couplée à un générateur Expired - Lifetime EP0780689B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19547832A DE19547832C2 (de) 1995-12-21 1995-12-21 Verfahren und Schaltungsanordnung zur Drehzahlermittlung eines mit einem Generator gekoppelten Verbrennungsmotors
DE19547832 1995-12-21

Publications (2)

Publication Number Publication Date
EP0780689A1 EP0780689A1 (fr) 1997-06-25
EP0780689B1 true EP0780689B1 (fr) 2001-04-11

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EP96119826A Expired - Lifetime EP0780689B1 (fr) 1995-12-21 1996-12-11 Procédé et montage de circuit pour déterminer la vitesse angulaire d'un moteur à combustion interne couplée à un générateur

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EP (1) EP0780689B1 (fr)
AT (1) ATE200583T1 (fr)
DE (2) DE19547832C2 (fr)
ES (1) ES2155919T3 (fr)

Cited By (1)

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Publication number Priority date Publication date Assignee Title
CN101452007B (zh) * 2008-12-25 2010-12-08 中国北车集团大连机车车辆有限公司 内燃机车柴油机转速测量方法及设备

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DE19720698A1 (de) * 1997-05-16 1998-11-19 Bosch Gmbh Robert Anordnung zur Drehzahlmessung an einer Brennkraftmaschine
DE19732087A1 (de) * 1997-07-25 1999-02-11 Bosch Gmbh Robert Vorrichtung zur Drehzahlbestimmung einer Brennkraftmaschine
DE19732088A1 (de) * 1997-07-25 1999-02-11 Bosch Gmbh Robert Einrichtung zur Bestimmung der Drehzahl einer Brennkraftmaschine
DE19959939C2 (de) * 1999-12-13 2003-04-17 Siemens Ag Verfahren zur Bestimmmung der Drehzahl einer Brennkraftmaschine
DE10035463A1 (de) * 2000-07-21 2002-01-31 Audi Ag Vergleichsvorrichtung in einem Kraftfahrzeug
FR2888322B1 (fr) * 2005-07-06 2007-10-12 Peugeot Citroen Automobiles Sa Procede et systeme d'estimation du regime de rotation d'un moteur de vehicule automobile.
JP4865582B2 (ja) * 2007-02-09 2012-02-01 株式会社小野測器 回転計と回転数の計測方法
US8903668B2 (en) 2011-04-11 2014-12-02 GM Global Technology Operations LLC Alternator speed estimation using spectrum analysis
DE102014206182A1 (de) * 2014-04-01 2015-10-01 Robert Bosch Gmbh Verfahren zur Bestimmung einer Kurbelwellenposition einer Brennkraftmaschine
DE102016201124A1 (de) * 2016-01-27 2017-07-27 Robert Bosch Gmbh Ermitteln von Betriebszuständen eines Verbrennungsmotors durch einen Generatorregler einer mit dem Verbrennungsmotor gekoppelten elektrischen Maschine
DE102016216509A1 (de) * 2016-09-01 2018-03-01 Robert Bosch Gmbh Ermitteln von Betriebszuständen einer Brennkraftmaschine durch einen Generatorregler einer mit der Brennkraftmaschine gekoppelten elektrischen Maschine
DE102016216519A1 (de) * 2016-09-01 2018-03-01 Robert Bosch Gmbh Ermitteln eines Kupplungszustands eines mit einer Kupplung an eine Brennkraftmaschine gekoppelten Antriebsstrangs eines Kraftfahrzeugs
DE102016216517A1 (de) * 2016-09-01 2018-03-01 Robert Bosch Gmbh Ermitteln einer Zylinderbeschaltung einer Brennkraftmaschine
CN110470857B (zh) * 2019-09-08 2021-04-13 陕西航空电气有限责任公司 一种适用于航空电源系统发电机的转速检测方法
DE102023102814A1 (de) 2023-02-06 2024-08-08 Lenze Se Verfahren zur Zustandsüberwachung eines elektrischen Antriebssystems

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DE3811046C2 (de) * 1988-03-31 1994-05-26 Heidelberger Druckmasch Ag Verfahren und Vorrichtung zur Bestimmung des Übersetzungsverhältnisses an einer Druckmaschine
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Publication number Priority date Publication date Assignee Title
CN101452007B (zh) * 2008-12-25 2010-12-08 中国北车集团大连机车车辆有限公司 内燃机车柴油机转速测量方法及设备

Also Published As

Publication number Publication date
EP0780689A1 (fr) 1997-06-25
DE19547832C2 (de) 2002-04-18
DE19547832A1 (de) 1997-06-26
ES2155919T3 (es) 2001-06-01
DE59606759D1 (de) 2001-05-17
ATE200583T1 (de) 2001-04-15

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